HomeMy WebLinkAboutItem 01 Bob Straub Parkway Discussion
AGENDA ITEM
SUMMARY
Meeting Date:
Meeting Type:
Department:
Staff Contact:
Staff Phone No:
Estimated Time:
June 9, 2008
Work Session
Public Works ~
Brian Barnettp'.~.
726-3681
15 minutes
SPRINGFIELD
CITY COUNCIL
ITEM TITLE: BOB STRAUB PARKWAY DISCUSSION
ACTION REQUESTED: Determine what action to pursue with Lane County concerning
intersection controls at Bob Straub Parkway / Mt. Vernon Road.
ISSUE STATEMENT: Bob Straub Parkway is under construction althis time. Lane County
plans to control the intersection with Mt. Vernon Road with two..way stop signs. Councilor
Woodrow and nearby residents anticipate difficulty using the intersection as designed and
request the installation of a traffic signal. Lane County staff concludes that a traffic signal does
not meet the requirements of the Manual of Uniform Traffic Control Devices as adopted by the
Oregon Highway Commission.
ATTACHMENTS: Attachment A: Intersection Traffic Management Choices
Attachment B: Advantages and Disadvantages of Traffic Signals
Attachment C: Conceptual Roundabout Sketches
DISCUSSION/ At the May 12,2008 Council Meeting staff presented an update of
FINANCIAL IMPACT: summer construction activity. Intersection control of Bob Straub
Parkway and Mount Vernon Road was discussed. Council requested staff provide a list of
potential traffic control and management actions, including a traffic signal and an analysis of
costs, advantages and disadvantages of the alternatives.
The matrix in Attachment A compares several alternative traffic control choices. Options 3
through 13 may be used independently or in combination.
Staff recommends the project be completed as designed by Lane County with the addition of
Option 3 - advance intersection warning signs, and Option 9 - extruded curbs and 'modifications
to the stripes to reduce the pedestrian crossing distance across Bob Straub Parkway. Once the
road is opened to traffic, the operational and safety characteristics should be monitored. After
one year, actual traffic volumes may be used to conduct a reevaluation of the intersection.
If Council desires more active control of the intersection than the actions recommended above
the second tier staff recommendation is Option 13, the installation of a pedestrian activated
warning beacon. The third tier staff recommendation is Option 15, the installation of a
roundabout due to its superior safety performance and good capacity.
The cost of these options will impact the Capital Improvement Program. Fund sources for the
high cost options (#2, #14, #15) include canceling one or more of the following projects:
City Participation in Private Projects -- $200,000 GrayJaqua Agreement -- $100,000
Slurry Seal and overlay -- $300,000 Pioneer Parkway Lighting-- $250,000
I:\AIS\BSP Mt Vernon Signal\BSP MtV Alternatives AIS.DOC
Attachmel1t A
Intersection Traffic Management Choices
Option Action Construction Advantages Disadvantages . Comments and Recommendation
. Cost ($)
1 Install two-way STOP 0 Low intersection Bob Straub Parkway Cost included in existing project. Crash potential similar
control delay, low cost. (BSP) speeds high and to STOP cQntrolled intersections on Main Street.
traffic not interrupted for Install.
pedestrians or side street.
2 Install traffic signal 210,000 Please see Please see Attachment B. Not warranted. Increased t6rt liability to Lane County
to 260,000 Attachment B. High cost. County and City of Springfield.
approval process. No action.
3 Install advance 500 Alerts driver to the None Install
intersection warning approaching
SIgns intersection, low
cost.
4 Alter intersection stop Unknown Improved sight None Excellent visibility is available in the existing
lines and make other distance adds time to intersection.
changes to improve make decisions and No action needed.
intersection sight judge gaps.
distance
5 Install measures to Unknown Reduces stopping Requires enforcement to The roadway is open and straight near to and within the
reduce speeds on the distance aiding crash be effective. intersection. Reducing operating speed will be difficult
approaches to the avoidance, reduces without geometric control, i.e. horizontal curves or
intersection gap size needed to enforcement.
enter intersection. No action.
6 Install a flashing 30,000 Alerts driver to the Ongoing power and Primarily effective for increasing stop sign compliance
beacon at the approaching maintenance expense. of the side street. Good compliance is expected without
intersection to intersection, modest flashing beacon due to low approach speed and excellent
supplement the stop cost. visibility from side street.
sign control No action needed. -
Attacrunent A
Page 1 of3
7 Install flashing beacons 5,000 AleIis side street Ongoing power and Primarily effective for increasing stop sign compliance
. . . driver to the STOP maintenance expense. of the side street. Good compliance is expected without
on warnmg sIgns In
advance of a STOP sign at the flashing beacon due to low approach speed and excellent
sign controlled intersecti~:m, low visibility from side street.
intersection on major cost. - No action needed.
and/or minor-street
approaches
8 Add one or more lanes Unknown Reduces delay to Expensive. Driver delay at the intersection is expected to be low.
on a minor-street side street No action needed.
approach to reduce the
number of vehicles per
lane on the approach
9 Revise the geometrics 15,000 ,Reduces pedestrian May complicate drainage. Revision accomplished with extruded curb to narrow
at the intersection to crossing distance Bob Straub Parkway from approxinlately 78 feet to
channelize vehicular and exposure, approximately 48 feet at the pedestrian crossing.
movements and reduce reduces gap in traffic Additional signs and markings as needed.
the time required for a needed to cross from Install.
vehicle to complete a side street or left
movement, which could turn from BSP.
also assist pedestrians
10 Install roadway lighting N/A N/A N/A Good lighting is included in the project.
if a dispropOliionate No action needed.
number of crashes
occur at night
11 Restrict one or more N/A N/A No alternate route is No action.
turning movements, available to service the
perhaps on a time-of- neighborhood east of
day basis, if alternate BSP.
routes are available
12 If the warrant is 1,500 Controls vehicles Unexpected controls for All way STOP sign control is most effective when,
satisfied, install muIti- and reduces speed,S this setting. High approach speeds are modest and traffic volumes on all
way STOP sign control near intersection. violation rate expected. approach streets are approximately equal.
Potential for high speed No action.
crash is high.
Attacmnent A
Page 2 of3
13 Install pedestrian 20,000 Alerts drivers to the Ongoing power and Uses pedestrian push button or passive pedestrian
activated warning presence of maintenance cost, only detection equipment. Relies upon pedestrian to decide if
beacon pedestrians crossing assists pedestrians vehicle will yield.
or about to cross Install at a later date if curb extensions are inadequate to
Bob Straub Parkway provide pedestrians comfortable crossing of Bob Straub
Parkway.
14 Install HAWK signal 100,000 Controls Bob Straub High cost, ongoing power STOP signs control side street traffic. Left turns from
to 150,000 Parkway traffic to and maintenance cost, BSPare uncontrolled and must yield to oncoming
give pedestrians only pedestrians receive traffic. Preferred use is at mid-block location.
crossing BSP right right of way No action.
of way
15 Install a roundabout 300,000 Controls speeds, High cost. County Safest form of intersection control available. Increased
intersection to 350,000 reduces conflicts, approval process. delay vs. two-way STOP control. Reduces delay vs. All-
simplifies decision way STOP and signal controls.
making. Install if two-way STOP. curb extensions and pedestrian
warnirig beacons are ineffective.
Note: all options can be accomplished within th~ existing Rights of Way of Bob Straub Parkway and Mt.Vernon Road.
Attachment A
Page 3 of3
Attachment B
Manual on Uniform Traffic Control Devices
The Manual on Uniform Traffic' Control Devices (MUTCD) is approved by the Federal Highway
Administrator as the National Standard in accordance with Title 23 U.S. Code, Sections 109(d),
114(a), 217, 315, and 402(a), 23 CFR 655, and 49 CFR 1.48(b)(8), 1.48(b)(33), and 1.48(c)(2).
The State of Oregon through its Highway Commission adopts MUTCD with Oregon specific
supplements for use throughout Oregon.
The following is an excerpt from the MUTCD concerning traffic signals.
Section 4B.03 Advantages and Disadvantages of Traffic Control Signals
Support:
When properly used, traffic control signals are valuable devices for the control of vehicular and
pedestrian traffic. They assign the right-of-way to the various traffic movements and thereby
profoundly influence traffic flow.
Traffic control signals that are properly designed, located, operated, and maintained will have
one or more of the following advantages:
A. They provide for the orderly movement of traffic.
B. They increase the traffic-handling capacity of the intersection if:
1. Proper physical layouts and control measures are used, and ,
2. The signal operational parameters are reviewed and updated (if needed) on a regular
basis (as engineering judgment determines that significant traffic flow and/or land use
changes have occurred) to maximize the ability of the traffic control signal to satisfy
current traffic demands.
C. They reduce the frequency and severity of certain types of crashes, especially right-angle
collisions.
D. They are coordinated to provide for continuous or nearly continuous movement of traffic at a
'definite speed along a given route under favorable conditions.
E. They are used to interrupt heavy traffic at intervals to permit other traffic, vehicular or
pedestrian, to cross.
Traffic control signals are often considered a panacea for all traffic problems at intersections.
This belief has led to traffic control signals being installed at many locations where they are not
needed, adversely affecting the safety and efficiency of vehicular, bicycle, and pedestrian traffic.
Traffic control signals, even when justified by traffic and roadway conditions, can be ill-
designed, ineffectively placed, improperly operated, or poorly maintained. Improper or
unjustified traffic control signals can result in one or more of the following disadvantages:
A. Excessive delay;
B. Excessive disobedience of the signal indications;
C. Increased use of less adequate routes as road users attempt to avoid the traffic control signals;
and .
D. Significant increases in the frequency of collisions (especially rear-end collisions).
Attachment B
Page 1 of2
Section 4B.04 Alternatives to Traffic Control Signals
Guidance:
Since vehicular delay and the frequency of some types of crashes are sometimes greater under
traffic signal control than under STOP sign control, consideration should be given to providing
alternatives to traffic control signals even if one or more of the signal warrants has been satisfied.
Option: -
These alternatives may include, but are not limited to, the following:
A. Installing signs along the major street to warn road users approaching the intersection;
B. Relocating the stop line(s) and making other changes to improve the sight distance at the
intersection;
C. Installing measures designed to reduce speeds on the approaches;
D. Installing a flashing beacon at the intersection to supplement STOP sign control;
E. Installing flashing beacons on warning signs in advance of a STOP sign controlled
intersection on major and/or minor-street approaches;
F. Adding one or more lanes on a minor-street approach to reduce the number of vehicles per
lane on the approach;
G. Revising the geometrics at the intersection to channelize vehicular movements and reduce the
time required for a vehicle to complete a movement, which could also assist pedestrians;
H. Installing roadway lighting if a disproportionate number of crashes occur at night;
I. Restricting one or more turning movements, perhaps on a time-of-day basis, if alternate routes
are available;
1. If the warrant is satisfied, installing multiway STOP sign control;
K. Installing a roundabout intersection; and
L. Employing other alternatives, depending on conditions at the intersection.
Attachment B
Page 2 of2
ATTACHMENT C
CONCEPTUAL ROUNDABOUT SKETCH
ATTACHMENT C- PAGE 1 of 2
MT. VERNON NEIGHBORHOOD AREA
ATTACHMENT C- PAGE 2 of 2